
























M 



FOR PUBLIC DISTRIBUTION 

*r 


AMERICAN TRANSPORTATION SURVEY 
HIGHWAYS SECTION 


rftAMtFEft 

9 

JAN 11 1945 

Record LHvisioo 
fh* Library cf Conprau 

^oor . 


PART ONE 

HIGHWAYS OF CENTRAL AMERICA 

GUATEMALA 

and 

EL SALVADOR 


Prepared by 

U. S. Department of Commerce 
Bureau of Foreign and Domestic Commerce. 

for the 

Board of Economic Warfare 
December 1942 






THE HIGHWAYS OF 


Guatemala 

Prepared by JOSEPH L. FITZMAURICE 

and 

El Salvador 

Prepared by ELISHA E. EARLY 
Under the Supervision of 


B. P. ROOT 



ft.YM. <=8My 










CONTENTS 
OqtlinQ .Map .of .Mexico, Central America and Panama 

GUATEMALA 


The .Bepublic -of'Guatemala. 

Geography .and .Climate.... 

. .Government.. ,. . . 

. .Population.. 

. Industry 

Minerals ....,....... .. 

. .Imports .and Exports ............... 

Conclusion ................. . 

The. .Highways of Guatemala ....... ,... 

. . Load Mileage by Construction Types 

.Plain Highways ........ . 

Bridges........ ......... 

. . Pan-American Highway. 

Pioneer- Road........ . 

Planning and Financing. 

Materials and Equipment. 

Map: Highways of Guatemala. 



2 

3 

3 

3 

5 

5 

6 
6 

10 

10 

11 

13 

18 


EL SALVADOR 


The Republic of El Salvador. 19 

Geography and Climate. 19 

Government.. 20 

Population. ........ . 21 

Industry. 21 

Imports and Exports. 22 

Conclusion. 22 

The Highways of El Salvador; Road Mileage by Construction Types . 24 

Planning and Financing. 25 

Sources of Funds and Amounts .. 26 

Road Budget for Current or Fiscal Year. 26 

Materials and Equipment..-. 26 

The- Pan American Highway. 29 

Length. 29 

Construction. 29 

Bridges.....*... 29 

Financing. 29 

Degree of Completion. 30 

Route. 30 

Strategic Materials. 30 

Importance to National Highway System,.. 31 


2-15463 















































CONTENTS (CONTINUED) 

EL SALVADOR (CONTINUED) 

The Pioneer Road...... 

Main Highways of El Salvador.... 

San Salvador - La Libertad..... 

San Salvador - Sonsonate - Acajutla. 

Santa Ana - Auachapan... 

, . . San Miguel - Divisadero ^ Santa.Boca... 

San Salvador - Zacatecoluca.*... 

.San. Salvador - Chalatenango,.. 

Mis.c.ellajiepu.s,. . ...... ..t 

i . , ,. Bridges,.......... 

k . . Minerals.7. . V.'. 

..Gold and Silver........ 

...... Other minerals.. 


•• • • • 




31 
3? 

32 
3? 

33 

33 

34 
34 

34 

35 
35 
35 

35 

36 


......Rationing of Gasoline and Tires in El Salvador... 36 

. 36 


,Qa spline. 


.Tires. 


36 


.Registration of .Motor Vehicles as‘of’January 1 , 1941.., 37 
•Map:. .Highways of El Salvador...... 38 


i 





i i 



2-15463 




















































U N I T E D 


[Ciudad Juarez 


ST A T E S 


Matamoros 



MEXICO 


Progreso 




OUTLINE MAP 

OF 

MEXICO 

CENTRAL AMERICA 

AND 

panama 


✓ N. 


TEGUCIGALPA 


S. SALVADOR 


'V 


sal. ; r 

\NICARAGUA 
MANAGUA® 



IOO 50 0 

\ t ~H- 


MILES 

100 200 300 


‘*V 

ICOSTA 

SAN JOSE,^ \.Pto. Limon 
V VR | c A 

< 


Q-REPORTS IN ORDER OF ISSUE 



D. D 42-452 


3-/S?6>3 

















THE REPUBLIC OF GUATEMALA 

(Republics de Guatemala) 

The Republic of Guatemala is hounded on the west and north by Mexico and the 
Caribbean sea, on the east hy British Honduras, Honduras, and El Salvador, and on 
the south hy the Pacific Ocean. The national language is Spanish and ixs capital 
is Guatemala City, with 176,780 inhabitants. Other towns of importance are: 
Quezaltenango (30,125), Cqban (26,77^) and Zacapa (18,094). The monetary unit is 
the Quetzal which is on a par with the U. S. dollar. The chief ports are Puerto 
Barrios on the Atlantic side and San Jose and Champerico on the Pacific side. The 
principal railway is the American-owned International Railways of Central America 
with a total of 819 kilometers (510 miles). It connects Puerto Barrios with 
Guatemala City, San Jose on the Pacific, the National Railways of Mexico at 
Ayutla, and extends to El Salvador. All railroads are of 0.914 meters* (3 feet) 
gage. The total mileage-of all lines is 1,027 kilometers (637 miles). 

GEOGRAPHY AND CLIMATE 

Guatemala has an area of 125,071 square kilometers (48,290 square miles). 
Except for the lowlands along the coast, the land lies at an altitude of 1,219 to 
3,505 meters (4,000 to 11,500 feet). The climatic conditions along the two coast 
lines are of a typical tropical nature. The chain of mountains that traverses the 
central'portion of the country sends out several spurs, which form upland 
plateaus. These plateau regions, healthful and invigorating, produce products of 
tropical and temperate zones. The country has beautiful landscapes, dense forests 
covered with tropical trees, and in the colder regions, woodlands of pine, fir, 
and cypress, waterfalls, lakes, rivers, and volcanoes, all of which form an 
imposing background to the panoramic scenes of the country. 

Guatemala has many inland lakes, which fill old volcano craters or are 
situated on the plateaus of the mountain ranges. Because of its proximity to the 
Capital (one hour*s ride), the best known is Amatitlan. It is divided into two 
parts by a railroad causeway. West of Lake Amatitlan is Lake Atitlan; it is 22 
kilometers (l6 miles) long and rests at the base of mighty volcanoes. The lake 
embraces several islands, and along it are situated 12 picturesque villages. The 
beauty of the lake and surroundings is beyond description. 

GOVERNMENT 

Guatemala has what is known as the unitary republican form of government with 
powers vested in a legislative, executive, and judicial branch. The National 
Assembly is composed of one chamber only. It consists of one representative for 
every-30,000 persons, or fraction thereof over 15,000, and is renewed every 2 
■ years by halves. All persons over 21 years of age have suffrage. The President 
is elected by direct vote of the people for a 6-year term, and is barred from 
reelection for a period of 12 years. His advisors consist of a cabinet of seven 
secretaries and council of state composed of three councilors appointed by the 
assembly and four by himself* There is no vice president, but three "designados", 
elected yearly by the National Assembly, take the -place of the President in the 
respective order named in case of the President's death or absolute inability to 
serve. The judicial branch of the Central Government consists of a Supreme Court, 
16 appeal courts, and 28.courts of original jurisdiction. Judges of the courts of 
original jurisdiction are appointed by the President, but those of the Supreme 
Court and counts of appeal are appointed by the National Assembly. 

2-15463 





- 2 - 


POPULATION 

According to the 1940 census, the population was 3,284,269 or about 73 person, f 
per square mile. Current statistics show that about 60 percent are pure Indians, 

21 groups descended from the Maya-Quiche tribe; most of the remainder are of mixed 
Indian and Spanish blood. The latter are the most active element economically and 
politically. The Indians supply most of the labor. 

People of pure Spanish blood make up a negligible portion of the total 
population. At all times, immigration has been small, consisting largely of mixed 
bloods from neighboring countries and blacks from the West Indies. Such people as 
have emigrated from the United States to Guatemala have identified themselves with 
the economic developments of the country, especially the fruit industry and the 
railroads, and their contribution to the political strength of the nation has- 
been slight. On the other hand, through intermarriage, German immigrants have 
allied themselves closely with Guatemalans and are very active in commerce and 
industry, especially in the production of coffee. 

INDUSTRY 

The Cordillera divides Guatemala into two unequal drainage areas. The smaller 
bordering the Pacific side, is well watered and fertile, between the altitude of 
304.8 meters (1,000 feet) and 1 , 52 b meters (5,000 feet), and is the most densely 
populated area of the Republic. On the other hand, the larger Atlantic drainage 
area is sparsely populated and is of little commercial importance at present 
except for the chicle gathering and timber cutting of the Peten, the - coffee raisin 
of the Coban region, and banana cultivation in the Motagua Valley and Lake Izabel 
district. 

Most of the soil is quite fertile, and agriculture is the most important 
industry in Guatemala. Coffee is the principal crop, accounting for 70 percent of 
the total exports; coffee exports in 1939 were 1,029,758 quintals (104,4l6,46l 
pounds), Germans own and control about 1+0 percent of the coffee plantations, but 
the United States has taken 60 percent of the exports, with only 20 percent going 
to Germany in the past. .Under the Inter-American Coffee Agreement Guatemala^ 
quota for 1940-41 was 847,000 bags, 535,000 of which the United States imported. 
Next in importance after coffee are bananas, exports of which in 1940 totaled 
8,208,517 bunches. Sugar production in 1939 amounted to 18,222 metric tons and is 
the subject of rigid export restrictions; corn (production 351,031 metric tons 
in 1939 ), beans (49,028 metric tons), and wheat (14,371 metric tons) are important 
domestic crops. Guatemala is, after Mexico, the largest producer of chicle , the 
gum which forms the basis for the United States chewing gum industry; output in the 
1940-41 season wae 2,700,000 pounds. The United Fruit Company maintains agricul¬ 
tural experiment stations for the purpose of encouraging crop diversification. 

The Guatemalan forest area has an extent of 1,316,482 acres. The department 
of Peten is rich in mahogany and dye woods, but exports are inconsiderable owing 
to poor transport facilities. Immense swamps are covered with mangrove trees, from 
which tanning materials for military leathers are secured, but this source of 
wealth has not been tapped as yet, because the United States has been able to secur 
its requirements elsewhere. In the past the needed extracts came from the Far East 
because of the low labor costs in that area. Our present requirements are 
satisfied by the .product harvested in Colombia, 


2-15463 




MINERALS 


Because of a lack of transportation facilities, mining has had little develop¬ 
ment in Guatemala. Among the minerals found is chrome, the mining of which has not 
proved profitable. Mines of gold, silver, copper, iron, lead, zinc, and antimony 
are known to exist in various sections, hut they have been inadequately investigat¬ 
ed, Placer gold mines are worked, and considerable silver is exported. The mining 
of mica is reported on a small scale, but it must be hauled 64 kilometers (40 
miles) to a railroad. Some lead is shipped to the United States, 

IMPORTS AMD EXPORTS 

In 1940, 74 percent of Guatemala’s imports came from the United States and 
2.4 percent from Great Britain; of the exports, in 1939, 70 percent went to the 
. United States and 11 percent to Germany. The principal imports are cotton tex¬ 
tiles, wheat flour, cotton yarns, petroleum products, medicines, trucks and motor 
cars, woolen and rayon textiles. The per capita value of trade in 1937 was $ 6,95 
for imports and $5*30 for exports. In Table I are given the latest foreign 
commerce statistics for the latest 5 years available. 

TABLE I 

Value of Foreign Commerce in Quetzales, l/ 1936-1940 


Year 

Imports 

Exports 

1936 

11,511,9^7 

15,106,264 

1937 

16,742,907 

16 , 108,610 

1938 

16 , 761,388 

16 , 336,263 

1939 

15,295,729 

16 , 985,360 

1940 

12,666,970 

12 , 039,492 2 / 


l/ One quetzal equals one United States dollar, 

2/ A new system of customs valuation accounts partly for the drop 
in 1940. 

CONCLUSION 

The Guatemalans are justly proud of the public works program they have carried 
out in recent years. In order to memorialize the program, there was published in 
1941 the descriptive monograph "Veres de Comunicacion," one part of which bore the 
title "Siete Mil Kilomctros Be Carreteras En Ocho Anos" (Seven Thousand Kilometers, 
or 4,350 Miles, of Road Construction in Eight Years). This work was all done dur¬ 
ing the term of office of General Jorge Ubico, as President. He was the impetus 
behind the program. Such an extensive program shows the progressiveness of the 
Guatemalans in modern road building. Although most of the roads built are of 
gravel construction, they have, nevertheless, helped to a considerable extent to 
alleviate transportation difficulties prevalent in Guatemala. 


2-15463 







/ 

The completion of the stretch of highway between Puerto Barrios and about 
half the distance to Guatemala City on the Puerto Barrios-Guatemala City Highway 
should provide a means of cheap transportation between the two cities. At present 
the International Pailway of Central America operates between the two points, but 
the rates charged on commodity shipments are much too high for the economical 
transportation of low value products. It is hoped that the opening of the highway 
will effect a substantial reduction in the railroad rates along the line. 

The President is very anxious to have completed the projected road extending t 
La Libcrtad in the Department of Peten. In this department are located the chicle 
and mahogany forests. When this highway is completed it will provide a cheap means 
of land transport for chicle to the port of. Puerto Barrios. 

The present highway transport services in Guatemala have, for several months, 
been severely handicapped by the lack of gasoline and oil, which must be imported. 
However, with the recent opening of the Suchiate Pivcr railway bridge the necessary 
fuels and lubricants may now be imported directly from Mexico. The shortage of 
rubber is another factor that must be considered in the plan to reestablish motor 
transport, even on a very limited basis. 

With the Pan American Highway as the backbone of Guatemala’s road system, now 
being improved and if the continued progress of construction and improvement on 
other roads is maintained, the future of Guatemala’s highway system seems bright. 





-5- 


THE HIGHWAYS OF GUATEMALA 
Road Mileage by Construction Types 

Highway construction has had a modernizing and upbuilding influence in 
Guatemala. The movement for better roads began in the early twenties -and was given 
impetus when Guatemalan delegates attended the Pan American Highway Conference in 
Washington and in Buenos Aires. All roads outside the cities are maintained by 
forces under the Director General of Roads. This official is responsible to the 
Minister of Agriculture. The country is divided into four districts, each headed 
by a chief engineer. 

Little if any of the highway building in Guatemala has been of the higher type 
of construction, such as penetration macadam and concrete. 'Most of the roads are 
of gravel construction. The Inter-American Highway from the Mexican border to 
El Salvador is constructed of water-bound macadam. 

Feeder roads in Guatemala are constantly being improved, and continual effort 
is made to bring them into the improved earth and gravel type as rapidly as 
possible with the materials available. 

Except for the paved streets of Guatemala City, short stretches in a few 
other towns, and a portion of the road from the capital to Lake Amatitlan, all 
roads in Guatemala are of these types: unimproved earth and non-surfaced; improved 
earth, sand, clay, or gravel. Table II shows the mileage by types for 1936 end 
19^+0. 


TABLE II 


Guatemalan Roads by Types - 1936 and 1940 


Type 


1936 

Kilometers (miles) 


Unimproved earth and 
nonsurfacea 
Improved earth, sand, 
clay, gravel, etc. 
Water-bound macadam 
Macadam, surface treat¬ 
ed and penetration 
Total 


2,200 ( 1367 ) 

4,220 ( 2622 ) 
50 (31) 

6/470 ("4020) 


Note: Figures for 1936 were rough estimates; those 
for 1940 are more exact. 


1940 

Kilometers (miles) 


2,065 ( 1280 ) 

3,5^3 (2199) 
639 (397) 

11 ( 6 ) 

6 , 250 " ( 3882 ) 


2-15463 













t 


- 6 - 

In 19^0 there were 875 kilometers (544 miles) of unimproved earth and non- 
surfaced roads under construction, and 502 kilometers (512 miles) had "been pio- 
jected. Also under construction were 10 kilometers (6 miles) of surface-treated 
and penetration macadam, and 5 kilometers (3 miles) of concrete roads had "been 
projected. 

Main Highways 

"interoceanica Sur," route number. 5* runs south from Guatemala City to the 
important port of San Jose on the Pacific, passing through the towns of Villa 
Nueva, Amatitlan, Palin, Escuintla, and Masaqua. Eoute number 5 has a total lengt] 
of 104 kilometers (66 miles). It parallels the railway practically all the way 
"between its termini. 

"Interoceanica Norte," route number 4, runs through the north of Guatemala 
and passes through the towns of El Fiscal, Progreso, San Agustin Acasaguastlan, 

San Cristobal, Acasguastlan, Eio Hondo and terminates at Puerto Barrios. Highway 
number 4 has a total extension of 578 kilometers (255 miles). At the beginning of 
.1941 about 100 kilometers (62 miles) remained unfinished. 

The Al Peten, route number 5> branches off from route number 1 at kilometer 
7, that is at the town of La Cuchilla and passes northward through San Pedro, San 
Juan Sacatepequez, Grandaos, El Choi, Eabinal, Salama, Coban, Sebol, Sayaxche, 

La Libertad, and terminates at San Benito, which is in the immediate vicinity of 
the Island of Flores. Highway number 5 has a total length of 475 kilometers 
(294 miles), 192 kilometers (119 miles) of which are not finished. 

Bridges 


In the years 195-1 through 1940 a considerable amount of bridge construction 
was undertaken in Guatemala under the regime of the incumbent President, General 
Ubico. The biggest year as to numbers was 1955* when 157 bridges and drainage 
structures were built, distributed among 18 departments of the Eepublic. The 
next best year was 1956 , followed by 1958 , and 1959 * when . 105 , 69 and 79 bridges, 
respectively, were constructed. 

During the year 1951 four main bridges were built, all of masonry construct! 
These bridges were built at the following locations: one at Seamay, of masonry 
construction, on the highway between Senahu and Carcha in the Department of Alta 
Verapaz; a bridge over the Pantaleon Fiver, with a length of 52 meters (105 feet) 
and a width of 4.8 meters (15.7 feet), on the highway between Escuintla and Santa 
Lucia Colzamatguapa; another at Sansayo, on the highway between Pinula and Jalapa 
in the Department of Jalapa; and the Cosillas bridge, on the highway between 
Barberera and Mataqucscuintla, in the Department of Santa Eosa. 


2-15465 






- 7 - 


Some of the more important bridges in Guatemala arc described as follows: 

El Puente Grande, over the Villalobos River, constructed of iron and concrete, 
38 meters (125 feet) long by 4.9 meters (l 6 feet) wide, situated in the stretch 
between Guatemala City and Amatitlan on the highway to the port of San Jose. 

The bridge over the Negro River, of masonry construction, 49 meters ( 160.76 
feet) long by 4 meters (13*12 feet) wide, on the highway between Quiche and 
Sacapulas. , 


The bridge over the Mopa River, of masonry construction, 53 meters and 30 
centimeters (174.86 feet) long by 4 meters ( 13.12 feet) wide, on the highway 
do San Rafael Pie de la Cuesta. al Tumbaaor. 


Bridge over the Coyolato River, 4l meters (134.51 feet) long by 4 meters 
(13.12 feet) wide, which is on the highway named "Yepocapa-Santa Lucia 
Colzcmatguapa." 

Puente IJbico, over the Shutaquc River, of masonry, iron, and concrete, 84 
meters (275*59 feet) long by 4.5 meters (14.76 feet) wide, on the International 
highway to Honduras via Shupa. 

Bridge over the Platanos River of iron and cement, 32.92 meters (108 feet) 
long by 3*66 meters (12 feet) wide, between Fiscal and Sanarte on tho Guatemala 
City-Progreso highway. 

Puente ”19 de Julio” over the Samala River, of reinforced concrete, 45 meters 
(147.64 feet) long by 4.58 meters (15.02 feet) wide, on the Pan American Highway 
between Totonicapan and San Cristobal. 


Bridge over the Villalobos River, of iron and cement, 15.24 meters (50 feet) 
long by 4. 27 .meters (.14 feet) wide, on tho highway to tho port of San Jose on the 
stretch of road between Guatemala City and Amatitlan. 

Puente ”10 de Novicmbre" over the Cacum River, of masonry construction, 100 
meters (328.08 feet) long by 7 meters (22.97 feet) wide in the Department of 
Huehuetcnango. 

Bridge over the Ostua River, of masonry construction, 45 meters (147.64 feet) 
long by 4 meters (13.12 feet) wide, in the jurisdiction of San Catarina Mita. 


Bridge over Cabuz River, a suspension bridge made of iron, 56 meters (183.73 
feet) long apd 4 meters (13.12 feet) wide, on the Pan American Highway in the 
section known as San Pablo-Malacatan-Muralla. 

„ • ^ • . . . L 

Bridge over the Guastatoya River, of steel and concrete, 40 meters (131*23 
feet) long by 6 meters ( 19.69 feet) wide, on route number 4, between Progreso and 
Sanaratc. 




2-15463 



- 8 - 


Puonte "j>0 dc Junio," suspension "bridge, 46 meters (150..92 feet) long "by 7 
meters (22.97 feet) wide, on the highway ‘between Huchuctcnango and Quezaltenango. 

Bridge over-the Tamazulapa River, of iron apd concrete, 134 meters (440 feet) 
long "by 5*5 meters (18 feet) wide, on the Pan American Highway between Asuncion 
Mita and Frontera. 

m . •*:. • " J m . .t.. . .... 

Puente Concua over the Motagua River, of iron and concrete, 60 meters (196.85 
feet) long by 5 meters (16.40 feet) wide, on that section of route number 5 between 
San Juan Sacatcpequez and Concua. 

Puente Justo Rufino Barrios, 46.22 meters (151.64 feet) long by 4 meters 
(13.12 feet) wide, in the Jurisdiction of Salcaja on the Pan American Highway. 

Bridge over the Sis River, built of concrete, on the Mazatenango-Rctalhuleu 
highway. 

Puente Olintepequo, over the Xcquijcl River, 36.40 meters (119.42 foot) long 
by 4 meters (13.12 feet) wide, on route number 9 between Quezaltenango and Sija. 
This bridge has’ an iron platform, and floor, and railings on reinforced concrete. 

Puente Sacapulas (Fray Bartolome de las Casas), over the Negro River, 
constructed of iron.with a roadway of concrete. It is divided into two sections, 
one 32.70 meters (IO7.29 feet) long, the other is 31*60 meters (I03.67 feet) long 
and both arc 5 meters (l6*40 feet) wide. The bridge is located on route number 28 
in the Jurisdiction of Sacapulas. 

Puente Nahuatan, of iron and reinforced concrete, 32.10 meters (105.22 feet) 
long by 5 meters (16.40 feet) wide, on route number 1, between San Marcos'Pajasita, 
in the Jurisdiction of Pajapita. 

Puente Cutzulchima, of iron and reinforced concrete, 96 meters ’(314.96 feet) 
long by 5 meters (16.40 feet) wide, on number 1, between San Pablo and Malacatan. 

Bridge over the Teculutan River, constructed of iron with a wooden floor, 75 

meters (246.06 feet) .long by 5*20 meters (17.06 feet) wide, on route number 4, in 

the Jurisdiction of Teculutan. * •• m| 

* 

Bridge over Azuchio River, of iron and concrete, 30 meters (98.43 feet) long 
by '5*50 meters (17.04 feet) wide, also on route number 4, but in the Jurisdiction 
of Brito. 

Bridge over the Amatal River, constructed of concrete, 30 meters (98.43 feet) 
long by 6 meters (19.69 feet) wide, on the Pan American,Highway, route number 2, 
between Asuncion Mita and Frontera. 

• 

2-15463 



On February 4, 1941, the Maria Linda Bridge was inaugurated; it is "built of 
iron end concrete, and it extends over the Maria Linda Fiver on route number 6-E. 
It is 50 meters (164.04 feet) long "by 5*50 meters (18.04 feet) wide and cost 
Q.15^35.^2. It has a load capacity of 15 metric tons. 

Table No. Ill, which follows, clearly indicates the progressive construction 
of drainage facilities in the highways of Guatemala: 

TABLE III 

Number of Bridges and Other Drainage Structures Ccrdructed, from 1931 t-o 1940 

Inclusive 


Department 1931 1932 1933 1934 1933 1936 1937 1938 1939 1940 Totals 


Alta Yerapaz 

4 

1 

1 

4 

5 

4 

5 

5 

24 

3 

54 

Baja Yerapaz 

— 

— 

4 

2 

1 

2 

1 

2 

3 

— 

15 

Chimaltenango 

2 

— 

15 

7 

15 

14 

2 

4 

3 

— 

62 

Chiquimula 

— 

— 

11 

3 

8 

2 

5 

3 

1 

— 

33 

Esquintla 

1 

3 

6 

10 

6 

6 

3 

5 

5 

7 

52 

Guatemala 

— 

5 

— 

1 

— 

3 

3 

2 


1 

18 

Euehuetenango 

— 

3 

— 

16 

16 

8 

3 

1 

1 

4 

52 

Izabal 

— 

— 

1 

— 

6 

— 

1 

— 

5 

— 

13 

Jalapa 

5 

I 

mlm 

— 

— 

4 

3 

— 

1 

9 

3 

26 

Jutiapa 

— 

— 

— 

5 

— 

4 

1 

6 

— 

1 

17 

Peten 

— 

— 

— 

2 

— 

— 

— 

— 

— 

— 

2 

El Progreso 

— 

1 

— 

1 

1 

4 

7 

2 

— 

— 

16 

Que salt enango 

2 

b 

— 

— 

6 

14 

— 

6 

6 

2 

40 

Quiche 

— 

8 

15 

18 

17 

4 

5 

8 

2 

1 

78 

P.etalhuleu 

1 

— 

— 

6 

6 

3 

3 

4 

2. 

J 

1 

27 

Sacatepequcz 

2 

— 

— 

5 ' 

5 

7 

2 

3 

1 

— 

25 

San Marcos 

1 ' 

— 

2 

24 

26 

15 

3 

5 

4 

— 

8c 

Santa Eosa 


— 

— 

1 

4 

6 

4 

7 


1 

24 

Solola 

— 

2 

8 

2 

3 

• — 

2 

— 

— 

— 

17 

Suchitepequez 

— 

6 

— 

1 

6 

— 

11 

6 

8 

3 

41 

Totonicapan 

— 

— 

10 

1 

2 

3 

— 

— 

— 

— 

16 

Zacapa 

— — ~ 

■■ *■ — 

“ 

“ “ “ 


3 


1 

1 


5 

Totals 

19 

34 

73 

109 

137 

105 

61 

69 

79 

27 

713 


2-15463 

















- 10 - 


During the 10-year period of bridge building in Guatemala mentioned above, 
the Government reported the construction of a total of 713 bridges of all types. 
These included those of the highest types down to all minor structures such as 
culverts. While the total amount expended was $354,699, the greater amount was 
for hundreds of small structures, the individual cost of which was but a few dollar; 

Below is given the costs of a few of the most expensive structures during the 
10-year period reported: In 1931 the most expensive bridge cost only $1,466; in 
1932 highest cost was $13,506; in .1933 the most expensive was only $1,014; in 1934 
highest cost was $2,725; in 1935 the highest construction cost was $9,523; in 1936 
there were no expensive structures, the highest costing only $2,246; in 1937, the 
most expensive structure was the Tamazulapa Bridge at a cost of $13>913 on the 
part of the Guatemalan Government; in 1938 the Zacapa Bridge costing $42,149 was 
completed with four others ranging from $3,480 to $4,312; in 1939 one bridge, the 
Fran Bartolome de las Casas cost $13,625 and of two others, one cost $9,159 and 
the other $8,058. 

In Latin America, where adequate drainage means so much in the maintenance of 
roads once constructed, the record of the construction of bridges and subsidiary 
drainage structures is outstanding even though the total expenditures have been 
modest. 

Pan American Highway 

The Pan American Highway has two divisions as it passes through Guatemala, 
the western and eastern division. Panamericana a Occidente (western division) 
passes through the towns of Chimaltenango, Solola, Totonicapan, Quezaltenango, 

San Marcos, San Rafael Pie de La Cuesta, El Rodeo, San Pablo and ends at the 
Talisman bridge, across the Suchiate River at the Mexican border. This division 
is known as route number 1 and has a total length of 314 kilometers (195*11 miles). 
The other division, known as the Panamericana a Oricnte (eastern division), passes 
through the towns of Cuilapa, Jutiapa, Progreso, Asuncion Mita, and San Cristobal, 
which is at the border near El Salvador. This division is designated route number 
2 and has a total extension of 17£.kilometers (107 miles). The division point on 
the Pan American Highway is GuatemaM/ and the road running in a westernly and 
eastern direction from that city. 

It is reported that no significant changes took place on the Inter-American 
Highway during 1940, the latest year for which information is available. During 
the year some widening of sharp curves and lowering of grades were carried out. 
Plans were on foot in December 1941 to pave with asphalt the Guatemala-to-Antigua 
section early in 1942, a distance of 40 kilometers (25 miles). The highway is 
passable at all times from the Mexican border to that of El Salvador. 

PIONEER ROAD 

By the term "pioneer road" is meant those stretches of highway which are to 
be rushed to completion as connecting links between existing constructed sections 
on the Pan American Highway System; it is concerned with that part of the highways 
from the border between Mexico and Guatemala to the Panama Canal. The purpose it 
will serve is to give a through overland route, passable at all times of the year 



2-15463 



- 11 - 


from the United States to the Panama Canal. It will serve a very definite military 
as veil as commercial need. Guatemala’s economic condition is very hard pressed 
oving to the submarine menace in the Caribbean Sea and Atlantic Ocean, which has 
completely curtailed the foreign trade of the country at present. The United 
States is unable to supply Guatemala’s needs in the way of gasoline and it can not 
ship bananas and coffee to the United States. The completion of these stretches 
of pioneer road may not improve Guatemala’s economic position to any great extent 
but it ought to be a definite advantage to El Salvador, Honduras, Nicaragua, Costa 
Rica, and the Republic of Panama. 

The. "pioneer road" in Guatemala leaves route number 1 of the permanent highway 
at Malcatan going south to Ayutla, from Ayutla it proceeds to the northeast to 
Pajapita, then it follows a general southeast direction-passing through the towns 
of Coatepeaue, Retalhuleu, Mazatenengo, Palmira, Popoya> Santa Lucia Cotzunalaguapa, 
Escuintla, then it goes northeast again, passing through Amatitlan and on into 
Guatemala City. The purpose of this relocation was to avoid the high altitudes 
on the permanent location where peaks of 3>658 meters (12,COO feet) are not 
uncommon, whereas the maximum altitude on the temporary road does not exceed 990 
meters (3*018 feet). Out of Guatemala City the pioneer road follows the Pen 
American Highway, route number 2, except for stretches that will be relocated. It 
is very likely that the permanent road at both places will follow the line built. 
Considerable construction work will bo necessary at both places, ono stretch lies 
between El Molino and Jutiapa, the other between El Progreso and Asuncion Meta. 

Each stretch is between 16 and 2b kilometers (10 to 15 miles) long and has not 
been improved up to the standard of the rest of the road. Complete relocation at 
both points is contemplated in order to avoid as much as possible the steep, grades 
of the mountain ridges, on the existing road. 

Planning and Financing 

The planning and financing of construction and maintenance of highways and 
bridges are under the authority and Jurisdiction of the Lireccion General de Caminos 
(Bureau of Roads) in the Ministry of Agriculture. Street construction and mainten¬ 
ance in the various cities are handled by the municipalities themselves. 

In the past about one-half the entire appropriation for the Ministry of 
Agriculture was devoted to highway construction and maintenance. The appropriation 
for road work is entitled "For highway construction and improvement on roads of 
all types and other highway work." As can be readily ascertained from the title 
of the above appropriation, the expenditures are not broken down to show amounts 
spent on new construction, repairs, or maintenance. Table IV shows the regular 
judgeting and appropriations made for highway work in Guatemala during the past 
5 fiscal years. 


2-15463 





- 12 - 


TABLE IV 


Appropriations for Highway Work, 1937-38 to 1941-42 


Fiscal 

Begular 

Supplementary 


Year 

Budget 

Appropriations 

Totals 


Quetzales 

Quetzales 

Quetzales 

1937-38 

304,586.52 

100,000.00 

404,586.52 

1938-39 

365,000.00 

— 

365,000.00 

1939-40 

446,000.00 

32,350.00 

478,350.00 

1940-41 

525,320.00 

20,414.00 

545,73^.00 

1941-42 

500,000.00 

20,277.84 

520,277.84 


The amounts shown for each fiscal year do not include salaries of officials 
and employees of the Department of Boads. Neither do they include the "Eoad Week 
Labor Tax" which amounts to about 2,500,000 man days per annum* Under the laws of 
Guatemala every able-bodied male is required to work on the roads one week out of 
each six months in tho year or, in lieu of work, pay the equivalent for a laborer 
on the roads, which is one quetzal a week or about 0*l66 quetzalcs per day. It is 
estimated that the annual value of such work performed amounts to 417,000 quetzales 

Beceipts from certain taxes are allocated to the Ministry of Agriculture, but 
none are specifically earmarked for highway work. The appropriations for highway 
work are taken from the funds allocated to the Ministry of Agriculture, as well as 
the special appropriations made by executive decree. 

Table V gives the amounts of the various revenues allocated to the Ministry of 
Agriculture as compiled in the annual report of Ministry of Agriculture, for the 
fiscal year ended June 30 > 1941. ) 


TABLE V 


Bevenues of Ministry of Agriculture , 

for the Fiscal Year Ended Juno 30, 1941 


Highway tax (paid in lieu of work) 
Highway tax, fines 
Gasoline taxes 
Boad tolls 

One-half of Livingstone wharfage tax 

Sale of explosives 

Miscellaneous 

Total 


Quetzales 
426,565.48 
14,494.00 
392,443.40 
2,703.76 
3,415.24 
664.70 
15,030.54 

B557517T12" 


/ 


2-15463 

















- 13 - 


The preceeding table shovs the largest source of income for the Agriculture 
Ministry is from the Highway Tar. The amount shown in the table does not include 
the value of the actual services performed under the lav. Gasoline tax in Guatemai¬ 
ls 10 centavos (100 centavos equals 1 quetzal) per gallon. Although there is no 
duty imposed on gasoline, it is subject to the consular invoice fee and package 
tax, which go into- the general funds of the Guatemalan Government. Receipts from 
motor vehicle taxes are allocated to the National Police and the municipalities. 
Information is unavailable regarding expenditures made by municipalities on street 
maintenance and construction. 

Guatemala, like the other countries in Central America, has agreed in principT 
to the cooperative plan, but at present the surface of the Pan American Highway, 
with the exception of two stretches mentioned below, is adequate to meet traffic 
needs. This surfacing was completed under the 1934 cooperative plan. By way of 
information, it might be well to give a description of the cooperative plan. 
Fundamentally, the plan consists of the Central American country’s putting up one- 
third of the funds, with the United States supplying the other two-thirds. The 
cne-third put up oy the Central American nation is used for paying local labor 
and purchasing materials available locally, such as gravel and sand. The other 
two-thirds is used to purchase equipment, cement, construction machinery, and 
bridges in the United States and in paying for technical engineering supervision. 
None of the money, the United States puts up gratuitously is used locally. The 
only construction contemplated at present under the cooperative plan is that on 
the Fan American Highway under the "pioneer road" plan in the mountain region in 
the western part of the country near the El Salvador border. 

Materials and Equipment 


None of the highways in Guatemala have been built of asphalt or cement, with 
the exception of the road from Guatemala City to Lake Amatitlan, begun in April 
1940 and expected to be completed “his year (1942). However, it is expected that 
very 3Con the same type of construction will be undertaken on the Guatemala City- 
to-Antigua section of the Inter-American Highway. The tendency in recent years has 
been to use domestically made cement in street paving in the country; no foreign 
cement was used for road construction during 1939 j 19^-0, £md 19^-1 • Apparently, 
it is the settled policy in Guatemala to use only domestically manufactured cement 
in road building. Table VI shovs the imports of asphalt during the calendar years 
1938, 1939, and 19^0 by value as well as by countries of origin. No asphalt is 
produced locally. 


2-15463 





TABLE YI 



Imports of Asphalt, 1938-1940 


• 

Country 

1938 

1939 

1940 



Quetzales 

Quetzales 

Quetzales 

United States 

335 

7,609 

8,699 


Mexico 

— 

5 

1,203 


Others 

— 

1,581 

— — — 


The paving done 

in 1940 and its 

cost was reported by 

the City of Guatemala 

as follows: 







TABEE VII 



Maintenance and 

Construction Costs of Streets in Guatemala City - 1940 




Square 

Cost in 


Type of paving 


meters* 

Quetzales 


Concrete 


6,200.24 

8,751.42 


Asphalt • 


^6,633.99 

10,376.59 


Macadam with gravel 


15,986.00 

3,315.67 


Total 


68,820.23 

22,1+43.68" 



*One square meter equals 1,196 square yards. 


Guatemala City did not do any stone paving during 
drains constructed during the same year cost 19,060.10 


1940. However, 
quetzales. 


concrete 


Because of the compulsory labor laws, Guatemala’s need for roadbuilding 
machinery and equipment is not so great as the need in other countries. No high¬ 
way machinery is manufactured in Guatemala, and the only present source of supply 
is the United States. In past years considerable road-building machinery was 
purchased in Germany in exchange for the largo shipments of Guatemalan coffee to 
Germany. This machinery in general proved unsatisfactory, and there was little 
purchased after 1937#- The last important purchase from Germany was made in 1935 
and consisted of the items shown in Table VIII. 


TABLE VIII 


Road-building Machinery Purchased in Germany - 1955 


Machine 

Number 

Total value 
Quetzales 

Mercedes-Benz Diesel trucks 

2-ton capacity 

Demag shovels of one-cubic 

19 

21,565 

yard capacity 

2 

25,705 


2-15463 

























Up to the "beginning of the European War in 1939 > German "bridge steel was sold 
"be.low the price that American firms were able to deliver it fer and consequently 
all Guatemalan needs for this item were supplied from German sources. 

The official consensus of opinion in the Guatemalan Highway Department is 
that the road-building machinery manufactured in the United States is the best 
obtainable. Even if war conditions in Europe had not shut off the supply of equip¬ 
ment from Germany, it is not likely that any important purchases would have been 
made from that source. 

In former years the United Kingdom was an important supplier of road tools 
and miscellaneous tools. Early in 1939 a 100-perccnt customs surcharge was imposed 
on all future products imported from the United Kingdom, which affected to some 
extent this trade. Of course, imposts do not apply on materials imported directly 
by the Government but some purchases are made locally from the stocka of importers. 
War conditions have adversely affected all trade with England, and most of this 
trade was diverted to the United States in the period prior to its entry into the 
war. 


In 1941, road-building machinery and equipment manufactured in the United 
States had become firmly entrenched in the Guatemalan market. Several leading 
manufacturers had local representatives who kept in constant touch with the require¬ 
ments of the Guatemalan Government and the municipal government of the city of 
Guatemala, which are the only customers of any consequence. In Table IX is shown 
a break-down of the total purchases of Q. 128,683.29 oworth of road equipment and 
supplies. The amount purchased in Europe was rather insignificant as can be 
readily seen from the table. 


2-15463 



-16- 


TABLE IX 


Purchases of Poad Equipment and Supplies 

, 19M 

Item and Origin 

Number 

Value in 

Poad Equipment 

Quantity 

Quetzales 

From United States: 


• 

Ford Trucks 

7 

$ 8,709.83 

Caterpillar Tractors, 

1 


rooter, and grader 

3 

27,270.00 

Asphalt equipment 


7,570.00 

Conveyors 

3 

2,250.00 

Compressor and equipment 

l 

3,995.00 

Hoists 

6 

392.00 

Total 


$50,186.83 

From Europe: 

Hoists 


$ 205.42 

Spare Parts: 

From United States 

1 

$ 5,719.37 

Miscellaneous: 



du Pont explosives 


$23,221.25 

Structural Steel and bridges, 

676,337 lbs. 


34,190.93 

Office supplies and engineering 

equipment 


2,344.32 

Tires and tubes 


3,990.84 

Miscellaneous 


1,448.29 

Asphalt, 624,359 lbs. 


7,125.23 

Total 


$72,320.86 

From Europe: 

Blue print equipment 


$ 249.91 

Grand total from United States 

- 

$128,227.06 

Grand total from Europe 

. 

455.33 


Total $128,683.29 


2-15463 

















Table X shows the registration of motor vehicles by types as of January 1, 
1941. Figures arc not obtainable on trailers and other special types of trucks. 


TABLE X 

Begistration of Motor Vehicles, as of January 1, 1941 


Types 

Number 

Passenger cars 

3,01k 

Busses 

683 

Trucks 

1,015 

Diesel units 

112 

Total 

4^324 


In Table XI are shown various types of hotor vehicles owned by private 
individuals and the Government. 

TABLE XI 

Ownership of.Xotor Vehicles as of January 1, 1941, 

Passenger cars Busses Trucks 

Private For Hire Government Private Government Private Government 
2,367 399 248 674 9 917 98 

It appears that there are 2,367 private passengers to a total population 
3,283,209 (1940). This gives a ratio of one privately owned passenger car to 
each 1,387 persons. This ratio compares quite favorably with other countries 
throughout Latin America. 



Total 

4,712 

of 


2-15463 






































, 










■ ■' 














. 









































• I 

. 

' 




















































1 






















THE REPUBLIC OF EL SALVADOR 
(La Republica de El Salvador) 

The Republic of El Salvador, the smallest of the Central American countries, 
undertook to throw off the yoke of Spain, the mother country, as early as 1822, 
After setting up an independent form of government, it joined the Central American 
Federation, A constitution, the first in Central America, wa.s adopted on June 12, 
1824, Because of disagreements and disorders, the Federation was dissolved on 
January 31, l84l, and El Salvador itself had many political difficulties during 
the first 60 years of its independence. Literals and conservatives vied for power 
within the republic, and altercations sometimes arose with neighboring countries. 
Despite these conflicts, the people of El Salvador are peace loving and have lived 
for many years with no serious trouble either internally or externally. 

. I * ' . 

The principal ports are La Union, La Libertad, and Acajut,1a; the first- 
mentioned is on the Bay of Fonseca and the other two are on the Pacific Ocean. 

San Salvador is the port of entry and exit for international air traffic. 

About 378 miles (608 kilometers) of narrow-gage railways serve the country. 

An English-owned line connects the port of Acajutla with Santa Ana, Sonsonate, 
and San Salvador. The International Railways of Central America (American-owned) 
runs from the eastern port of La Union to the western boundary of Salvador and 
extends across Guatemala to Ayutla on the Mexican border on the west and to 
Puerto Barrios on the northern coast. 


The capital is San Salvador, with a population of 107,859 (in 1940). It is 
centrally located, and is fairly accessible to all modes of land transportation. 
Other important cities are: Santa Ana, with 88,612 inhabitants; San Miguel, 

47*835; Santa Tecla, 3^-,9^-1; Ahuachapan, 32,982; San Vicente, 30,722; Zacatecoluca, 
28,762; and Sonsonate, 21,779* 

The monetary unit is the colon (symbol $0, which is divided into 100 centavos. 
The approximate exchange rate for the colon in terms of United States currency 
during 1939 and 1940 was 40 cents. 

Spanish is the native tongue and is spoken more than any other language. 

GEOGRAPHY AND CLIMATE 

. . . 1 ' • 

The area of El Salvador is about 3^,000 square kilometers (13,176 square 
miles). Of the Central American countries, El Salvador is the only one that does 
not touch the waters of both the Atlantic and Pacific Oceans. It is bounded 
on the north by Guatemala, on the east by Honduras and the Gulf of Fonseca, and the 
south by the Pacific Oceans, and on tho west by Guatemala'. The coast line of El 
Salvador is approximately.,257 kilometers, or 160 miles. Two mountain ranges 
traverse El Salvador, among which there are numerous valleys of great fertility. 

The largest and most important river flowing through this country is the Rio Lempa, 
which crosses the country from the northwest eastward to the Honduras border, 
thence southwestward to the Pacific. 


2-15463 




- 20 - 





The climate varies according to location; for example, the climate is tropi¬ 
cal in the lowlands, semi-tropical in the plateau region, and temperate on the 
upper mountain slopes. The maximum and minimum temperatures average 85 and 50 
degrees Fahrenheit, respectively. In the interior of the country it is very warm 
during the day, but the nights are considerably cooler. At the higher altitudes 
both the days and nights are quite comfortable. 

The year is divided into two seasons, the wet and the dry. The wet period 
extends from June to December, and the dry, the remaining months. The rainfall 
varies from 150 centimeters (60 inches) per year along the coast to .120 centi¬ 
meters (50 inches) in the interior. During the dry season there is practically 
no rainfall. 

GOVERNMENT 

The Government of El Salvador is similar in many ways to that of the United 
States. It is republican, democratic, and representative in form. As mentioned 
previously in this survey, El Salvador was the first of the Central American 
countries to adopt its own constitution. The last constitution was adopted on 
January 20, 1939.? but many provisions were retained in it from the one of 1886. 
Many other constitutions were adopted by El Salvador previous to the last mention¬ 
ed, but for one reason or another they passed out of existence. 

As in the United States, the Government is d-ivided into three divisions; 
the Executive, the Legislative, and the Judicial. 

The Executive branch is headed by the President who is elected for a term of 
6 years and is ineligible for immediate re-election. The President has a number of 
ministers, whose duty it is to advise him on matters of state. There are certain 
stringent qualifications which one must have before he can be elected to the 
presidency. He must be a native-born Salvadoran, the son of native-born citizen, 
at least 35 years of age, and in full possession of his civil rights. The 
President is also, as in the United States, Commander-in-chief of the Army. There 
is no vice-president, instead three designados are elected by the National Assembl 
each year. The function of the designados is to substitute for the President in 
the event that he is unable to perform his duties. If for any reason the 
President becomes indefinitely incapacitated, one of the designados is picked to 
fill the office until his return. In case the President is unable to return, 
however, new elections must be held. 

The Legislative powers are vested in a unicameral National Assembly, which 
serves in much the same way as the Congress of the United States. To mention a 
few of the many powers delegated to the National Assembly, it may make laws, 
contract loans, levy taxes, regulate the coining and value of money, fix the 
budget, and declare and ratify treaties. If the President vetoes a .law, the 
National Assembly can pass it over his veto by a two-thirds’ vote. 

The Judicial powers are vested solely in the Supreme Court of Justice 'and in 
* lower courts, which are established by the Constitution or by law. There are alsc 
military tribunals which act only on the infractions of the military laws. 


2-15463 







Education is free and is compulsory in the primary grades. 

Free religion is guaranteed by the Constitution,, although the majority of the 
people follow the Roman Catholic Faith. 

POPULATION 

Even though El Salvador is the smallest of the Central American countries, 
it is the most densely populated. The population is exceeded among the American 
Republics by Haiti alone. The population numbers approximately 1,737,930 as of 
December 19^0, or an average of 136 persons per square mile. In the United States 
these figures would be about in the same ratio as that of the State of Illinois. 

The majority of the people live in rural sections, the percentage being about 62, 
and the remaining 36 percent live in the urban sections. 

INDUSTRY 

The economic structure of El Salvador is based almost wholly on agriculture. 
Mining and manufacturing do exist to a limited degree, but the people depend mainly 
on agriculture for their sustenance. 

Coffee is the most important crop. The country is well suited for this 
commodity because of the natural conditions of soil, altitude, and climate favor 
its cultivation. The raising of coffee has been dominant in the economic life of 
the people of El Salvador since its introduction over a century ago. The value of 
the coffee exports during the last 5 years represented 88 percent of the total. 

No other country in the world is more dependent upon a single commodity. Some- 
coffee is grown in all the Ik Departments of the country, but the chief growing 
regions are located in Santa Ana, La Libertad, Usulutan, Ahucahapan, and Sonsonato. 
The United States imported about 63 percent of the total amount of 57,792 tons 
exported in 1939, the value of which was $10,657,000. Coffee, however, while the 
most important crop, is not the only agricultural resource of the country. 

Some of the- other products are: sugar, balsam, heneauen, and rice, all of 
which are exported. Corn, beans, millet, and wheat are- grown for domestic use. 

Cane sugar is next in rank to coffee as an agricultural export product. 

Sugar production is estimated to total about 30,000 tons annually. This amount 
covers domestic needs and allows from 5,000 to 6,000 tons for export. 

Stock raising is important and is carried on in practically all sections. 

The large cattle centers are located in the coastal lowlands. The greater part of 
the hides and skins of the animals killed arc used in the domestic shoe factories 
and tanneries, although a small amount is exported. 

Gold and silver are mined, and, from the point: of value, they are second only 
to coffee in the export movement. Some of the other minerals which are reported to 
exist are lead, copper, iron, zinc and lignite. 



. Manufacturing is carried on to a certain degree, "but this field is limited, 
and most of the goods are for domestic consumption. Among the more important 
manufacture are shoes and leather goods, handicraft articles, flour, alcohol, 

"beer, textiles, soap, candles, "brick, and cement. Hats and Jewelry are made in 
small plants. The country is almost entirely dependent upon imports for machinery 
and industrial goods. 

IMPORTS AND EXPORTS 

- • , V . 

Current statistics with regard to foreign trade are not available, hut the 
following figures for .custom receipts for the first 8 months of 1940, 19^1> an & 

19.42 will serve to indicate the trend of foreign trade. 

I 9 J 4 -O . 1941 19^2 

$ 2 , 267 , 769.30 
504,822.86 

$ 2 , 772 , 592.18 

It might he said of El Salvador, that in spite of the size of the country, 
in foreign trade it has done better than hold its own. As can he seen from the 
above table, imports for 1942 declined slightly, hut exports for the same period, 
increased. 

The principal exports of El Salvador are coffee, gold and silver, sugar, 
cotton, and henequen fiber. Exports of henequen fiber have been halted, owing to 
its importance as a strategic commoditjr. 

- 0 

El Salvador import's many products, such as automobiles, trucks, automotive 
supplies, chemicals, medicines, fertilizers, and soaps. The automobile-and--truck- 
supply imports have been greatly reduced by the war, and it is doubtful if they are 
receiving any at the present time. 

CONCLUSION 

The extensive highway-building program in El Salvador has proven beneficial 
to both the inhabitants and to the country. 

Work on -the highways has afforded many people employment, and the roads have 
been a means of transporting various commodities to the markets. 

In many areas of El Salvador, contact with the outlying sections would not 
have been possible, were it not for the highways. Also the produce grown in these 
areas would have been lost with out them, since there was no other way of getting 
it to the markets. Economically, improvements in highways and the construction of 
new roads throughout the country have added immeasurably to the wealth of 
El Salvador. 

With the improvement of the highway system has come an increase in tourist 
travel. Automotive transportation has also increased, as a result of the better¬ 
ment of traveling facilities within the country. 



Imports 

Exports 


$2,594,465.30 

494,058,54 

$5,089,099.84 


$2,299,951.68 

332,965.53 

$2,652,915.21 


2-15465 


_ 

























The most important service the highways can render at the present time is 
to aid in the defense of the country. In case of an invasion, men and weapons 
can he moved to practically any part of El Salvador within a very short time. 

The improvement in the highways has also helped to develop a more neigh¬ 
borly and friendly feeling among the Central American countries. 

When the Pan American Highway is completed cordial relations, racial under¬ 
standing, good neighborliness, and the unlocking of economic wealth will result. 









2-15463 








- 24 - 


THE HIGHWAYS OF EL SALVADOR 
ROAD MILEAGE BY CONSTRUCTION TYPES 



The improvement of highways in El Salvador has teen steadily on the upward 
trend., since the first meeting of the Pan American Congress of Highways tack in 
the early twenties. El Salvador is far ahead of the other Central American 
countries in its program for road improvement. 

In 1926 a Bureau of Roads was created in the National Government, and an 
extensive program for highway construction was Begun. A further change with 
regard to highway activities was made in 1933* This latter change placed 
construction and maintenance of trunk, or arterial roads, under the National 
Government. Local roads were placed under Departmental commissions, and the 
municipalities were made responsitle for streets and roads within their respec¬ 
tive jurisdictions. 


Most notable in the National Government’s highway program is the construc¬ 
tion of the Pan American Highway, which will run the entire length of the country. 
A description of this highway will to given in a separate section of this survey. 

Feeder roads connecting interior towns with the railroads and the arterial 
highways, and in a few cases maritime and river ports, come under the departmen¬ 
tal system. In 1941, the entire national and departmental network of highways 
totaled 5,937 kilometers ( 3,691 miles). Of this mileage only 2,639 kilometers 
(1,640 miles) are unimproved, compared with 4,500 kilometers ( 2,796 miles) in 
1936. Table I, which follows, shows the types of roads in existence in 1939, 

1940, 194.1, and 1942. 

TABLE I 

The Roads of El Salvador by Types For the Fiscal Years 1939, 1940, 1941 and 

" Ml 

1939 1940 1941 1942 


Types 

Uhlmproved earth and 
nonsurfaced 

Kilo¬ 

meters 

Miles 

Kilo¬ 

meters 

Miles 

Kilo¬ 

meters 

Miles 

Kilo¬ 

meters 

Miles 

1,670 

1,037 

3,281 

2,038 

3,281 

2,038 

3,171 

1,972 

Improved earth, sand, 
clay, gravel, etc. 

2,361 

1 , 1+67 

2,367 

1,170 

2,288 

1,422 

2,295 

1,127 

New highways ready 
for paving 

- ... 

... 





106 

66 

Waterbound macadam 

— 

— 

9 

6 

9 

6 

— 

— 

Macadam, surface-treated, 

and penetration 

188 

117 

217 

135 

274 

170 

295 

183 

Bituminous concrete 

and asphalt 

32 

20 

32 

20 

32 

20 

32 

20 


2-15463 
























- 25 - 


Statistics for cement concrete, "block-stone, wood, asphalt, and "brick and 
for all highways not specified are not available, and it is believed that there 
are none which enter in these classes for 1939> 1940, 1941 ond 1942, 

With regard to the unimproved earth and nonsurfaced highways, slightly more 
than two-thirds of these are municipal, while the remainder are national or 
departmental. Most of the municipal roads are in poor condition. 

PLAINING AND FINANCING 

National roads are pla nned, constructed, and supervised by the Department of 
Public Works of the Central Government. The planning and construction of Depart¬ 
mental roads are supervised by the various Departmental governments, usually in 
cooperation and often with the assistance of the Department of Public Works. 
Municipal roads arc constructed and maintained by the municipal governments, with 
the exception of streets in San Salvador and Santa Ana, which are constructed by 
the Department of Public Works. 

TABLE I 


Expenditures by the Central and Departmental Governments for the calendar year 

of 1938, and first 11 months of 1959 


Central Government 


Construction 

Maintenance 

Machinery and Equipment 
Totals 


Departmental Governments 

Construction 

Maintenance 


Total 

Grand totals 




Calendar Year 

1956 

$532,150.30 

54 . 543.17 

14.611.17 

$601,304.64 


$ 11,261.74 

95,366.63 

$106,64c.37 

$707,953.01 
TABLE II 


First 11 months 

1939 


$ 595,272.20 
49,950.88 
84,236.84 
$ 724 , 435.92 


& 100,798.96 
$ 100,798.96 

$ 825,238.88 


Expenditures by the Central and Departmental Governments from July 1, 1940 to 

June 30, 1941, inclusive. 


Construction $ 924,692.00 

Maintenance . 163,297 *00 

Total $1,087,989.00 

The figures given in Table II represent expenditures cf the 
National and various Departmental Governments. Expenditures 
for municipalities are not available, although they are known 
to be small. 


2-15463 
























Sources of Funds and .Amounts 

The sources of funds for road building and maintenance are derived in various 
ways. Appropriations are made by the Legislative Assembly from general revenues. 
There are different kinds of special taxes, such as highway tax, the road-paving 
tax, end taxes of "aguardiente" distilleries, steamship tickets, insurance 
companies, and miscellaneous taxes, all of which arc supposed to bo indirectly 
applied to road building. These last-mentioned taxes represent only an insigni¬ 
ficant part of total expenditures on highways. 

Eoad Budget for Current or Fiscal Year 

The budget year for El Salvador has been changed from July 1, through June 
30, to the calendar year. The appropriation as provided for in the budget for 
1981 was $ 658 , 800 . 00 . 

Materials and Equipment 


Practically all materials and equipment used in highway construction in- 
El Salvador are imported from the United States. Owing to the important part the 
United States has played in the road-building program of El Salvador, many 
United States manufacturers of road machinery and equipment are represented there. 
Imports of cement for roads have como in the past from Europe, but since the war 
this source has been almost cut off. The General Supply Office of the Salvadoran 
Government has been exploring the possibility of obtaining cement from some of 
the South American countries'. Cement used in bridge and culvert construction is 
imported from the United States. In Table III, which follows, a few import 
figures are given for the period from July 1, 1980 , to June 30, 19^1* 


TABLE III 


El Salvador: Imports of road-building Materials, July-June 198 O- 8 I 


Item 


Amount 


Value 


Country 


Asphalt 
Cement 
Small tools 


2,000 tons 
36,000 bags 
negligible 


$ 84,250.00 
28,535.00 
8.30 


United States 
Sweden 

United States 


Trucks which are a vital part of the road-building program are also imported 
from the United States. 


The importation of large units of heavy machinery for building has been much 
curtailed, the main reason for this being the lack of available shipping. In 
building roads this large machinery has to be moved from place to place, which 
adds difficulties to the completion of projects. 


2-15863 













TABLE IV 


Imports of highway construction materials and equipment for 1938 end 

the first 6 months of 1939 


Asphalt in 
unspecified 

Gross 



Value 

forms: 

kilos 


Colones 

Dollars 


(1 Kilo equals 2.2 

lbs.) 

1 colon equals 40 U. S. cents) 

Germany 

97,775 


6,005 

$2,402 

Belgium 

833 


100 

40 

United States 

2,742,626 


164,465 

65,785 

Panama 

1,298 


— 

— 

Machinery, un¬ 
specified, com- 
hined or not with 
mechanical tools, 
for highway con¬ 
struction: 

2,842,532 

i 

170,568 

$ 68,227 

United States 

47,912 

i 

54,948 

$ 13,979 

Great Britain 

1,219 


1,197 

478 

Switzerland 

1,298 


615 

245 

Dredges of all 
kinds: 

Steam shovels, and 
other excavators: 

50,429 

i 

38,758 

$ 14,702 

United States 

1,525 


4,024 

$ 1,610 

France 

808 


592 

256 

Concrete mixers: 

2,551 

<f 

4,6l6 

$ 1,8^6 


Great Britain 
i Italy- 


153 4 188 

635 _77l 

W 4 959 


$ 75 

508 

$ 353 


Steam rollers: 


1,517 


$ 




United States (only) 

2-15465 


598 


606 






























. 


Table (Continued.) 


-28- 


Gross 

kilos 


Value 

Colones Dollars 


Derricks: 

Germany 

Switzerland 


8 

1,424 

1 , 4-32 


42y 

1,167 

i 1,590 


$ 


169 
467 

636 


Asphalt in 
unspecified form: 


1939 

(First 6 months) 


United States (only) 


530,172 


<j 30,057 


$ 12,022 


Machinery un¬ 
specified, combined 
or not with 
mechanical tools, 
for highway con¬ 
struction: 

1,185 
14,703 
4,516 

20,204 


Germany 
United States 
Great Britain 


<p 5,121 
4,914 
3,299 
S i 13,334 


Steam rollers: 



$ 

$ 


2,048 

1,965 

1,320 

5,333 


United States (only) 25 131 52 

In the month of August 1939 the Ministry of Public Works imported $44,000 
worth of road equipment not shown in the above table. 


I 




2-15463 



















-29- 


-THE PAN AMERICAN HIGHWAY 

At the Fifth International Conference of the Pan American States, which vas 
held at Santiago, Chile, in 1923, the first official recognition of the need for 
improved highway communications in Latin America was expressed. 

It was not until October 1925 that the First pan American Congress of High¬ 
ways was held. The Congress met at Buenos Aires, and it was as a result of this 
meeting that plans for the Pan American Highway were begun. 


LENGTH 


The highway will run the full length of El Salvador, connecting it with 
Guatemala on the west and with Honduras on the east. The length of the highway 
through El Salvador will be .323*^7 kilometers, or (201 miles). 

Construction 

Progress on the Pan American Highway has been exceptionally gooc.. Of the 
total length of the road, better than two-thirds have been paved with penetration 
asphalt, or from the Guatemalan frontier on the west to Sirama on the east. The 
eastern end of the highway is now being rushed to completion from Sirama to 
La Union and from the junction at Sirama to the Gcascoran Elver on the Honduran 
frontier. The entire highway is passable, and the western section has been in 
use for several years. The United States has been the main source of supply for 
materials and equipment needed in the building of the road. 

Bridges 


All the important bridges in El Salvador are on the Pan American Highway, 
the most important of which is the bridge over the Eio Lcmpa Elver. It is 
estimated that the total cost of this bridge was $700,000. The bridge alone was 
estimated to have cost $450,000, but including approaches to the bridge and 
foundations, the first mentioned figure is thought to be more exact. The loca¬ 
tion of the bridge is 104.60 kilometers (65 miles) east of San Salvador. It is a 
suspension bridge, having a length of 320 meters (1,049.86 feet), constructed cf 
structural steel and cement, and is suspended by steel cables; there are 3 spans 
(between piers) and there are four piers. The bridge is now in use, having been 
opened on June 6 , 1942, and christened "pjonte Cuecatlan." A bridge over the 
Goa sc or an Eiver at the Salvadoran and Honduran border is now under construction. 
Its use will be very vital to both Honduras and El Salvador in the defense of 
those countries, and also it will be of great importance as to the economics of 
the two countries. There will be at least six or seven other bridges throughout 
the country, possibly more, provided the necessary materials can be obtained. 

Financing 

In financing the construction of the Pan American Highway, El Salvador re¬ 
ceived a loan of $1,196,000 from the Expert-Import Bank of the United States. 


2-15463 







-30- 


The predominant factor in the financing of the highway is the two to one ratio. 
The larger portion of the expense is "being "borne "by the United States. 

The Salvadoran portion of the expense of the highway is "being used mainly 
for the purchase, of available local materials, and for providing the labor. 


The construction of the bridge over the Pio Lempa Fiver was paid for 
entirely by that country, without outside assistance. 

The Treasury Department has asked the national legislature to proclaim 
taxes on vehicles passing over the Fio Lempa Bridge, the funds to be used in 
the maintenance and construction of roads throughout the country, as well as for 
the repair and maintenance of the bridge and the Pan American Highway. 

Degree of Completion 

While the progress on the highway in El Salvador has been excellent, it is 
hoped that the road will be completed by the middle of 1943; but due to the 
difficulty in obtaining materials, it my take longer. 

Foute 

The Pan American Highway passes through the commercial centers of Santa Ana, 
Santa Tecla, San Miguel, and Sirama, located along the line of densest population 
There is a branch running from Sirama to La Union, connecting the port with the 
Pan American Highway, the length of which is 16.09 kilometers (10 miles). These 
cities with their mileage from San Salvador are given in Table I, which follows: 


TABLE I 


Important Cities Along the Foute of the Pan American Highway, With Mile - 

ago from San Salvador 

Distance 

Cities 


Kilometers 


Miles 


Santa Ana 
Santa Tecla 
San Miguel 
Sirama 


66.50 

41.32 

12.00 

7.45 

139.51 

86.68 

144.84 

90.00 


There are also a number of small towns through which the highway passes, bul 
which are not very significant, and consequently are not shown in the above 
table. 


Strategic Materials 

Henequen is the most important strategic commodity produced in El Salvador. 
The Pan American Highway could be used for its transportation, since it runs 
through the area where this commodity is grown. At the present time henequen 
is not being exported from El Salvador except that used in bags in which coffee 


2 - 15 465 












-31- 


is exported. In 193& tho United States imported 2,365,000 pounds, and in 1937; 

2 ; 261,000 pounds. Because of the war, all exports of henequen fiber have teen 
halted. The estimated production of henequen for 19^2 is 4,500,000 pounds. 

1 

The small quantities of strategic minerals mined in El Salvador would not be 
transported on the Pan American Highway to any great extent, since the nines are 
off to the north in the Metapan District, near the Guatemalan border. 


Importance to National Highway System 


The Pan American Highway is of the utmost importance to El Salvador and to 
the national highway system of the country. It is a direct route through the 
country, and it servos as a link between the commercial centers and San Salvador, 
and with adjacent countries. It represents the backgone of El Salvador f s highway 
system. Vehicles using the Pan American Highway have not been restricted as to 
type. 


THE PIONEER P0AD 



The term, "pioneer road," designates those stretches of highway which are 
to be rushed to completion as connecting links between existing points on the 
Pan American Highway System, and is concerned with that part of the highway from 
the border between Mexico and Guatemala to tho Panama Canal. 

The "pioneer road" is extremely important at this time, it will serve in a 
temporary commercial capacity, and in a military way for tho moving of men and 
arms in case of an invasion. It might also be said that the "pioneer road" 
will greatly help El Salvador in an economic way. 


Through El Salvador the "pioneer road" practically laps the Pan American 
Highway southeastward to San Miguel, where it branches in a norotheastorly 
direction to Santa Posa, a distance of 40.23 kilometers (29 miles), from whence 
it runs in a southeasterly direction for a distance of about 16.09 kilometers 
(10 miles), and then it follows the. route of the Pan American Highway to 
Goascoran for a distance of about 16.09 kilometers (10 miles). 


The route to bo followed by the "pioneer road" as a diversion from tho Pan 
American Highway is an easy one and is in fairly good shape, requiring only a 
surface of gravel. 


2-15463 









MAIN HIGHWAYS OF EL SALVADOE 


The data on lengths of the main highways throughout El Salvador vary 
slightly frmm other estimates issued from time to time. In Table I, which 
follows, the approximate length of the main highways, excluding the Pan American 
Highway and the "Pioneer Hoad," are given. 

TABLE I 

Approximate lengths of main highways throughout El Salvador 
From To Kilometers Miles 


San Salvador 

La Libertad 

36 

22 

San Salvador 

Sonsonate Acajutla 

91 

57 

Santa Ana 

Auachapan 

42 

26 

San Miguel 

Divisadero-Santa Eosa 

40 

25 

San Salvador 

Zacatccoluca 

98 

6 l 

San Salvador 

Chalatenango 

43 

27 


SAN SALVADOE - LA LIBEETAD 


La Libertad is one of the three important ports of El Salvador, and it is 
linked to San Salvador by one of the finest highways in the country. 

The highway runs directly south to La Libertad. At San Salvador the high¬ 
way intersects the Pan American Highway. 

Constant use of the highway for heavy traffic to and from the port 
necessitated that it be built to stand wear. The highway is paved with penetra¬ 
tion asphalt, it has a 6 meter roadway, and a 20-meter right-of'-way. 

Because of the connection of the road with the port, it is considered one 
of the more important roads of the country. The highway might be referred to as 
a trunk branch of the Pan American Highway. 

The road is wide enough to take care of two lanes of traffic, and there are 
no restrictions fixed as to the type of behicles passing over it. 

SAN SALVADOE - SONSONATE - ACAJUTLA 

Acajutla is located on the Pacific Ocean in the southwestern part of El 
Salvador. Although one of the important ports of the country, its connection 
with San Salvador is at present not so good as that of La Libertad. 

The road is earth at this time, but it is to be improved with funds which 
have been borrowed from the United States Import-Export Bank. While an important 
road because of its connection with the port, its main use is for transporting 
goods to and from the port. It is also used by the people living in that area. 


2-15463 











-33- 


The route of the highway from Sonsonate to Acajutla is almost directly south. 
From Sonsonate to San Salvador there are several ways one could go, one of these 
runs north of Sonsonate to Santa Ana and connects with the Fan American Highway 
eastward to San Salvador. Another route to San Salvador from Sonsonate is a dirt 
road from Sonsonate through a number of small towns of rather minor importance 
and over to San Salvador in an easterly direction. The latter route, while it is 
no doubt the shorter, might not offer as smooth riding as the first. 

The importance of the road from Sonsonate toAcajutla to the rest of the 
network of highways throughout El Salvador, is one which affects the economy of 
the country, and which serves to expedite transportation by water. 


SANTA ANA - AUACHAPAN 

j ’ 

Auachapan is the capital of the Department of the same name; it is connected 
with Santa Ana by a dirt road. Santa Ana, is on the route of the Pan American 
Highway and is accessible by highway to any number of towns or cities in 
El Salvador. 




The highway from Auachapan to Santa Ana runs in a northeasterly direction. 

It does not run through or touch any towns of great importance; at Santa Ana it 
connects with the Pan American Highway. 

Auachapan is located in the heart of the coffee, sugar cane, and grain¬ 
growing region. The road is very essential to the marketing of these commodities, 
and as a result of its location it is one of the more important highways of the 
country. 

SAN MIGUEL-DIVISADEEO - SANTA POSA 

The highway from San Miguel to Santa Rosa is the route which at first the 
Pan American Highway was to follow; however, after some discussion the route of 
the Pam American Highway was changed as is shown in the Pan American section of 
the survey. 

The road from San Miguel to Santa Rosa is at the present a dirt road, but is 
being prepared for a hard surface. Work on the highways in this section of the 
country is more or less being rushed so as to complete the Pan American H ighway 
at the eastern end. 

The road will be very beneficial to the people living in this area, as it 
will be a means of transportation for the moving of commodities grown there, and, 
too, it will afford them a way of travel to other parts of the country. 


2-15463 











-3^- 

As for the importance of this road to the rest of the net-work, it is needless 
to say that it will serve in many ways. Tourist travel will he benefited by the 
completion of the highway, and numerous other benefits will be derived by its 
completion. 


SAN SALVADOE - ZACATECOLUCA 

Zacatecoluca is the capital of the Department of La Paz. It is an important, 
commercial center, located in the heart of the agricultural area. 

The need for a good highway to connect Zacatecoluca with San Salvador was 
felt, and in 1940 the construction of such a highway was bc-gun. At the close of 
19^0 there were 40 kilometers, (24.85 miles) paved, and the remaining mileage 
was graded and ready for paving. The highway is passable at all times, during 
both the west and the dry seasons. 

The highway runs in a southeasterly direction from San Salvador and passes 
through a number of small towns or cities. Some of these are San Marcos, Saint 
Tomas, Olcuilta, El Eosario, Santiago, San Juan and Zacatecoluca. At San Salvadoi 
the highway joins the Pan American. 

Its importance to the entire network of roads in El Salvador is apparent fror. 
its location. One of the outstanding features of the road is its value as an 
artery for the transport of agricultural commodities throughout the country. Some 
of these commodities are coffee, corn, sugar cane, and vanilla. The road is 
also used for tourist travel. 


SAN SALVADOE - CHALTENANGO 

Chaltenango is the capital of the Department of the same name. Work was 
begun in 1940 on the construction of a road from San Salvador to Chaltenango and 
northward into Honduras. 

The highway will run almost due north to Chaltenango, and from there it 
goes westward to S. F. Morazan; thence it goes north again into Honduras. It 
touches the towns of Apopa, Quazapa, before reaching Chaltenango. 

Chaltenango is in an agriculture area, the chief produce of which is millet, 

- 1 

The highway can be traveled on in both the wet and dry seasons. It use to 
transport commodities which are grown in the area is of primary importance, but 
it also serves as an alternate route to Honduras. 

MISCELLANEOUS 

While it has been impossible to obtain the exact widths of all of the high¬ 
ways throughout El Salvador, it is known that they are wide enough to care for 
two lanes of traffic. 

2-15465 







There are practically no viaducts or underpasses on any of the roads with 
the exception of the Pan American Highway. 

No restrictions have "been placed on the type of traffic using the highways. 

Bridges 


On the San Salvador to Zacatecoluca highway, a "bridge was constructed over 
the Jalponza River. The "bridge is "built of steel and cement, is 30.48 meters 
(100 feet) long and 6 meters (19.68 feet )wide. The total cost of the construc¬ 
tion of this "bridge was 40,000 colones (l6,000 dollars). 

The highways throughout El Salvador cross many small rivers and streams; 
consequently, the construction "bridges has "been necessary, hut information regard 
ing these bridges is not available. 

There have been a number of bridge-construction jobs proposed, but owing 
to the war and the difficulty in obtaining materials, these projects have more 
or less been laid aside until such materials are obtainable. The bridges on the 
Pan American Highway arc being completed without any difficulty, because 
materials are obtained by priority ratings. The most important and the largest 
bridge on the Pan American Highway is the "Puente Cuscatlar" which was construct¬ 
ed over the Rio Lc-mpa. A full description of this bridge has been given in the 
Pan American Section of the survey. The bridges on the other roads are mostly 
of concrete, with one spar, and carry a load of 20 tons. 

Most of the materials used in bridge construction arc imported from the 
United States. Since the war very little material has been imparted, and as a 
consequence bridge construction is more or less at a standstill. 

V 

Culverts 

While it is known that the drainage of highways is by culverts, information 
regarding the structure of these is not available at this time. It was stated 
in a recent report that cement for the construction of culverts is imported 
from the United StaLcs. 


MINERALS 


Gold and Silver 

In the eastern Departments of San Miguel, Morazan, end La Union gold and 
silver mines are found, which have been one of the chief sources of income for 
the people of El Salvador. These minerals have no special strategic value. In 
Table I which follows, exports of gold and silver for the years of 1918, 1919; 
1940, and 1941 are given in value only. 

2-15463 • 











TABLE I 


Exports of Gold and Silver from El Salvador for 1938 through 19^-1 

1938 1939 19^0 

Gold exports $436,000 $575^000 $1,792,000 $1,156,000 

Silver exports 24,000 85,000 6l,000 87,000 

Other Minerals 

In the Metapan District of the Department of Santa Ana, near the Guatemalan 
Border, there is some mining of iron, lead, copper, and zinc. These minerals 
are obtained in such small quantities that as a source of income they are 
negligible. The small amounts mined are used only for domestic consumption. 
Occasionally there have been roads built to move the minerals from the mines to 
the main highways, dug these roads are short and are maintained by the operators 
of tho mines. 




1941 


Scattered throughout many areas of the country there have been found traces 
of coal, petroleum, mercury, asbestos, and limestone, but there has been no 
endeavor to develop these deposits except for domestic use. 

RATIONING OF GASOLINE ADD TIRES IN EL SALVADOR j 

Gasoline 

Automotive traffic has been greatly curtailed throughout El Salvador during 
the last 6 months of 1942, because of the need for rationing gasoline and tires. 

The sale of gasoline is being restricted to all types of automobile 
transportation, except that which is vital to the national economy of the country, 
Outstanding coupons and licenses will remain in force, but no more will be issued, 
except for gasoline for doctors, official cars, diplomatic corps and career 
consuls, milk transportation, priests, funeral cars, and the maintenance of 
public utility services, such as the generation and transmission of electricityr 
At present one of the most important uses of gasoline for automotive transporta¬ 
tion is in the moving of the coffee crop from plantations to the mills, to rail¬ 
road stations, and to the ports. It is hoped that with the enforcement of the 
rationing of gasoline at least 50 percent of the customary consumption can be 
saved. 

Tires 

Tires for automotive transportation are being rationed through the Mortgage 
Bank of El Salvador. Licenses for the purchase of automobile tires must be 
secured from the Salvadoran Committee of Economic Coordination. The purchaser of 
a new tire is compelled to turn in an old tire for each new one purchased. As 
yet there have been no restrictions put on the sale of bicycle tires. 


2-51463 











-37 




REGISTRATION OF MOTOR VEHICLES AS OF JANUARY 1, 194l 

As a result of the Improvement in highways, motor-vehicle registration 
showed a substantial increase as of January 1, 1941, in El Salvador. In Tabic 
I which follows the number by type of vehicle is given. 

TABLE I 


Registration of Motor Vehic les in El Salva dor as of J anuary 

1 , 19^1 

Number registered 

Type January 1, 1941 


Passenger cars 2,195 

Busses 469 

Trucks 415 

Diesel . 55 

Total all typos 3^134 


Since the war, and with the rationing of gasoline and tires, there has "been 
a slight decrease in the figures shown above. There are no available statistics 
showing the registration of motor vehicles as of the present. 









2-15463 
















« 

■ • ■ • ; — 

, 

i I 

I . ■ 9-1 

S $-1 

W : ' ' * 

m: . ' 






_ - 






* 






. ! 

■Hp I - ' -.l -H| 

. 





< 


f ' aa :€<ew*L-"-«WTwW 



DRAWN IN R ANO A., OSS 


MAP NO. 1318 DECEMBER 19, 1942 

S-IS-ilol, 































































- 

- 




■ 

. 

























































































